Antiskidding-tire.



TIRE.

Patented May 3, 1910.

Wilt cacao IVA BELLE KEMPSHALL, OF BOSTON, MASSACHUSETTS.

ANTISKIDDING-TIRE.

Specification of Letters Patent.

Patented May 3, 1910.

Application filed January 19, 1910. Serial No. 538,853.

To all whom it may concern:

Be it know'n that I, IVA BELLE KEMP- SHALL, a citizen'of theUnitedStates, re-

siding at Boston, in the county of Suffolk and State of Massachusetts,have invented certain new and useful Improvements in Antiskidding-Tircs,of which the follmving is a specification.

This invention relates to an improvement in automobile tires, and moreparticularly to the wear portion or shoe thereof, the object of theinvention being to provide an improved tire so constructed as to preventskidding.

In the drawings accompanying and forming part of this specification,lfiigure 1 is a side elevation of a port ion of this improved tire; Fig.2 is a view of the tread portion thereof; Fig. 3 is a cross-sectiomilview taken in line 3-3 of Fig. 1.

Similar characters of reference indicate corresponding parts throughoutthe figures of the drawings.

In the formshown herein, the shoe when the tire is of pnemnatic form, orthe wear member thereof when of solid form, may be made of any preferredconstruction, the surface of which, however, is usually con'r posed ofrubber. In the present instance this wear member or shoe 2 is providedalong its treadsurface or periphery with a series of openings orrecesses i-t, preferably of circular formation, forming pockets. Thisseries of pockets extends around the whole tread of the tire and formssuction chambers enabling the tire to ett'ectivel y grip the roadsurface and prevent skidding. At each side of the tire, entirely aroundthe same, and located intermediate such pockets, for the reasonshereinafter set forth, is a series of projections 4, shown in thepresent instance as of substantially oval form, that is, having cu'rvedouter and inner ends, with the outer ends of preferably larger curvaturethan the inncr ends. The sides or side edges, however, may be inpractice straighter than they are shown in the drawings withoutdeparting from the scope of the invention, each of these projectionsterminating or merging at its outer end in an otlset or pro-v ectingflange portion 5 of the tire tread, thus avoiding an abrupt or angularsurface at the tread portion of the tire. These projections verymaterially reinforce the tire --at the points of tlexurc thereof'whcnthe same is in use. These projections, being formed in the manner setforth, may have their greatest width at. the point where the tire bendsor flexes when under load, and. furthermore, as they merge or terminatebclow or short of the tread surface of the tire they do not formbuttresses the ends of which constitute a part of the tread itself,which in practice has proved to be objectionable where there are cartracks and slots in the road bed oftraction systems which it isnecessary to frequently cross.

Heretofore, where projections have been located at the side of the tirethey terminate in an abrupt surface, the ends forming'a portion of thetread, and these buttresses or projections not only tend to becomemutilated, but to wrench the tire and wheel when crossing a our track orslots in the roadway of street railway lines. In the presentimprovement, however, the projections so merge at. their outer ends inthe tread surface of the tire that there are no abrupt surfaces to bemutilated or catch in tracks or slots of a road-bed. v

The location of the projections between the openings or pockets in themanner shown is preferable and more desirable in practice than when theprojections are located in alinement with the pockets, for the reasonthat when the projections are oppositethe pockets the load upon the tiredepresses the trend and thus brings the ends of the projections into acertain engagement with the road, such projections thus receiving to alarge extent the load, with the result that the pockets or chambers aresomewhat forced away from the road so that they do not ad here to theroadway as effectively as if the load. came more directly upon the treadsur face intern'iediatc the pockets. By locating the projections,however, intermediate the pockets, or the pockets intermediate the pro--jcctions, there is nothing to prevent the load from pressing the pocketportion of the tread directly in engagement: with the road and thuseffecting a greater suction adherence of the chambers or pockets withthe road, while at the same time the reinforcement of the tire by meansof the projections is still obtained and consequently, as hereinbeforestated, the more practicable and preferable construction is to have theprojections located alternately with the openings.

In operation the load upon the tire dcpresses it, thus bringing intoaction one or f another of the pockets and so prevents the skidding ofthe tire, while the flexure points of the tire when under load arereinforced by the projections, the tire shoe having the samecross-sectional area throughout, except wherc'the projections arelocated, at which points the crosssectional area of the shoe ismaterially increased and therefore the tire reinforced to prevent injuryat thepoint of tlexure when the tire is under load. These projectionsare also effective to prevent skidding, especially in turning corners.

'i'he present improvement is adapted for use for all classes ofresilieuttires, whether solid, cushioned, or pneumatic or otherwise, and whcntheinvention is applied to a shoe the shoe will be provided with the usualmeans for securing it in place, as a bead or flange 6 for attachment tothe rim.

From the foregoing it will be observed that the outer ends of theprojections on the tire merge short of the tread thereof in such waythat the tread forms with the projections one continuous curve in crosssection, (see Fig. 3), thus avoiding the formation of any abruptsurfaces at the termini of the projections adjacent to the tread[ Asheicinbefore stated, the projections terminate or merge in the olfsetportion of the tire and short of the tread, and in practice they mayterminate more nearly at the base of the offset.

I claim as my invention:

1. An anti-skidding tire for motor driven vehicles, having 'the treadsurface provided with a series of pockets and having at each side of thetread surface a series of projections each terminating at its outer endadjacent to the tread surface, the projections'being located alternatelywith the openings and wholly thercbctween so as to be entirely out ofline therewith, whereby the engagement of such projections with theroadway will not raise the pockets from the r adway to interfere withthe eilective suction action thereof.

2. An anti-skidding tire formotor driven vehicles, having the treadsurface provided with a series of pockets and having at each side of thetread surface a series of projections each merging at its outer end inthe tire short of the tread surface, and each pocket being locatedbetween a pair of projections at each side of the tire and entirely outof alinement with such projections, whereby the engagementof suchprojections vehicles, having a tread portion provided with a series ofpockets, the tread portion having each side thereof oif-set from theside of the tire, and a series of projections located at each side ofthe tire with their outer ends terminating adjacent to the offset ofthe' tread, said projections being located alter nately with the pocketsand wholly therebctween so as to be entirely out of line with theopenings, whereby the engagement of such projections with the roadwaywill not raise the pockets from the roadway to interfere with theeffective suction action thereof. t. An anti-skidding tire for motordriven vehicles, having a tread portion provided with a series ofchambers or pockets, the tread portion having each side thereof offsetfrom the side of the tire, and a series of projections located at eachside of the. tire with their outer ends terminating at the off-set ofthe tread.

' 5. An anti-skidding tire for motor driven vehicles, having atreadportion provided with a series of chambers or pockets the treadportion having each side thereof 01T- set from the side of the tire, anda series of oval formed projections located at each side of the tirewith their outer ends terminating at the oif-set of the tread.

6. An anti-skidding tire for motor driven vehicles, having a treadsurface provided with a series of circular pockets or chambers, saidtread surface having at each side an ofiset from the side of the tire,and a series of projections at each side of the tire ofoval form, theouter ends merging into the off-set 'of the tread and terminating shortof such tread and their inner ends merging into the side surfaces of thetire, said projections having their greatest area at substantially thepoint of llexure of the tire when under load, and of a length to extendnearly the full height of the side walls of the tire.

7. An anti-skidding tire for motor driven vehicles having a treadportion, the tread portion having each side thereof ofi-set from theside of the tire, and a series of projections located at each side ofthe tire with plurality of projections extending from each of theoppositely disposed faces toward the inner edge of the tire to receivethe end thrust of the incline faces when load prestread, and a series ofprojections located at sure is applied. each side of the tire with theirouter ends 10 9. An enti skidding tire for motor driven terminating atthe ofi-set of the tread. vehicles having a tread portlon convex incross section, the tread portion having each UTA BELLE AEMPSHALL' sidethereof off-set from the side of the tire, Witnesses:

said off-set portions being wholly Within the C. P. WEED? plane of theoutermost surface of the convex F. E. BoYeia.

